Dual carburetor control



gestemd sept. 2, 194.1

DUAL CARBURETOR. CONTROL Owen Charles Betry, Glendale, Calif.

Application September 27, 1940, Serial No. 358,717

Claims.

vMy invention relates to a novel carburetor control mechanism and has'particular reference to a device adapted for use with a multiple carburetor system to regulate the supply of fuel vapors from the various carburetors to an intake manifold.,

In the modern types of multiple cylinder high speed gas engines, certain notable difficulties in operation have been encountered. Among other diiculties, it has been found necessary to supply additional fuel to the engine during overload operating periods by means of an auxiliary carburetor associated in a parallel fluid circuit with the customary gas engine carburetor. According to my invention, a device is provided to control the flow of fuel vapors from the various carburetors to the intake manifold.

The main object of my invention is to provide a means adapted for use with multiple carburetor systems in a manner to provide a supply of fuel vapors to a gas engine in accordance with the normal and overload fuel demands of the engine.

Another object y,of my invention is to provide a multiple carburetor control which is adjustable to obtain a predetermined supply of fuel vapors to a gas engine during an overload'operating period.

For a full disclosure of the invention, reference is made to the accompanying drawing, wherein:

Fig. l shows a side view of the device associated with a dual carburetor system; and

. Fig. 2 is an enlarged view in section on line 2 2 of Fig. 1.

Referring to the drawing in detail, the invention is shown as applied to a duplex manifold I of a V-8 motor which is provided with dual carburetors 2 and 2. The carburetors 2-2 are conventional in type, being provided with butterily valves to control the supply of fuel mixture to the intake manifold. The carburetors 2-2' are secured to an adapter unit 3 which is in tum attached to the intake neck of the manifold I. The adapter unit 3 is provided with a plurality of passages (not shown) which conduct the fuel vapors from the carburetors to the manifold.

The adapter unit is further provided with outlets 4 to which are connected tubes B'which conduct a portion of the fuel vapors to the intake manifold at points adjacent the end cylinders.

- The adapter unit forms the basis for my application Serial No. 273,986, filed May 16, 1939 (Patent No. 2,192,067), and reference is made thereto for a more detailed disclosure of the f has a steel wire or rod extension 20.

heater 6 is inserted between the adapter unit 3 and the carburetor 2 which is mounted directly over the intake manifold I.

The carburetors 2-2'. are provided with butterfly valves (not shown) which are mounted on shafts I-'I'. The ends of shafts I-1' are attached to L-shaped throttle levers comprising lower arms 8 8 and upper arms 9 9. Lower arms 8-8 are connected with accelerating pump rods Ill-IIJ. The upper arms` 9-9 of the throttle levers are connected through ball sockets II-II' to throttle rods I2--I2. The throttle levers are provided with stops I3-I3. The

- carburetor 2 is provided with the standard thrttle stop screw I4 and a stop screw spring I5. The throttle rod I2 of carburetor 2 is maintained in a closed position by a return spring I6 which is connected at one end to the ball socket II and at the other end to spring hook Il. Throttle rod I2 is connected by ball socket I8 to the foot throttle lever I9. The throttle rod I2 A stop lug 2| is clamped to the extension 20 by means of a screw 24 and this lug 2I is adjustable to any desired position on the extension 20. A lug 22 is clamped to ball socket I8. The lug 22 is provided with an opening 23 which receives the extension 20 and permits lug 22 to slide on this w1re. lar halves which are clamped to the socket I8 by a screw 25. lIhe gas conduit 26 for receiving gas vapor from carburetor 2 is shown by dotted lines and the gas conduit 21 within the adapter 3 is also shown by dotted lines as leading into conduit 26 at a right angle thereto.

In operation, the gas engine receives fuel vapors from carburetor 2 during idling and normal operating periods. The supply of fuel is controlled by operating the foot throttle lever I9 and throttle rod I2 to rotate the upper arm 3 of the throttle lever. Rotation of the throttle lever controls the supply of fuel by means of accelerating pump rod I0 which is connected to the lower arm 8 of the lever and the latter operates the butterfly valve shaft 1. During this period, carburetor 2 does not function. When it is necessary to supply larger amounts of fuel vapor during overload periods, the throttle rod I2 is moved to the rear until the lug 22 strikes the lug 2l. rod I2 causes the extension 20 and throttle rod I2' to move in the same direction against the action of spring I6. This movement of the throttle rod 'I2' operates the corresponding controls structure and function of the unit. An electric of carburetor 2' to supply additional amounts of The lug 22 is preferably made in two simi- Further movement of the throttle fuel vapors to the intake manifold of the g'as engine through the conduits 26 and 21. Upon release of throttle rod lll and movement of lug 22 to the right, the spring i6 functions to move rod l2' to the right in a manner to permit rotation of the butterfly valve shaft I to close this valve. The lug 2| may be set at any desired position on the wire 20 to permit operation of carburetor 2 and gas feed therefrom at any predetermined position of rod l2.

It will be noted that the carburetors shown are similar in form and construction and the adapter 3 is shaped adjacent each fuel inlet to interchangeably receive either carburetor, an arrangement which permits economy in construction and installation as well as lending simplicity to necessary carburetor adjustments.

While Fig. 1 of the drawing, for purpose of clarity, shows the carburetors arranged conventionally and in tandem, it is to be understood that the carburetors may be set side by side or in staggered oblique positions as desired in order to obtain the most direct vacuum down draft.

I claim:

1. In a dual carburetor control, an intake conlduit having spaced inlet ports, a carburetor secured to the conduit adjacent each port, a fuel control valve within each carburetor, a fuel control rod operably secured to a control valve in one carburetor and extending therefrom alongside the other carburetor to a point remote l therefrom, a second control rod secured to the fuel valve of the other carburetor and extending close to and parallel to said other control rod, a lug extending laterally from each rod and positioned one Within the path of movement of the other whereby movement of said other rod will cause the lug thereon to contact the other lug and cause movement of the control rod to which the other lug is secured.

2. In a control as set forth in claim i., one of said lugs being adjustably supported on a respective rod whereby the adjustable lug may be set a desired position on its supporting rod to vary the time of opening of the valve connected to the last-named rod.

3.1n a dual carburetor control, an intake manifold having spaced inlet ports, a carburetor secured to the manifold adjacent each port, a fuel control valve within each carburetor, a fuel control rod operably secured to a control valve in one' carburetor and extending therefrom alongside the other carburetor to a point remote therefrom, a second control rod'secured to the fuel valve of the other carburetor and extending close to and parallel to said other control rod, a lug extending from said other rod and being slidably connected to said second control rod, a

Istop on said second rod in position to be engaged u by said lug after .a predetermined movement thereof, and a spring connected to the second control rod and being operable to return the second control rod to its original position after its displacement by said other rod.

4. In a device as set forth in claim 3 wherein the. stop is adjustable to various positions along its supporting rod to permit variation in the time of opening of the related fuel valve in relation to time of opening of the other valve.

5. In a device as set forth in claim 3 wherein the lug is made in the form of a split clamp, said clamp having spaced parallel openings therethrough for respectively receiving the two rods, and means for closing the split clamp to a position to tightly engage one rod in a respective opening, the other opening being of suflicient size to permit the'other rod to slide therein while the clamp is in tight engagement with said one rod.

OWEN C. BETRY. 

